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(No Model.)

SAFETY GATE.

Patentedl Aug. 22,. 1882.

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WITNESSES ATTORNEY N. PETERS, Phnwulhnguphenwuhington. D a

(No Medel.) 2 sheets-"sheet 2.

vALB. PLAGE.

u SAFETY GATE. No. 263,037. Patented Aug. 22, 1882..

.j l BY ATTORNEY N. PETERS. PhowLilMgripMr. Walhxllgon. D4 C` UNITED STATES PATENT OFFICE.

ARTHUR B. FLAGH, OF NEW YORK, N. Y.

SAFETY-GATE.

sPEcIFIcATIoN forming part of Lettere Patent No. 263,037, dated August 22, 1882.

Application filed April 3, 1882.

To all whom it may concern:

Be it known that ARTHUR B. FLAGH, of`

closed. Fig. 3 is a sectional view of the gate,

showing a portion of the platform and track ith 'the gate open. FigaC is a sectional view of the gate, showing a portion of the platform and track with the gate closed.

Ou the edge of the platform O which is nearest to the track are arranged, at proper distances apart, the posts A, carrying the pulleys a a', one above and one below, as shown in the drawings. These posts A are made' of flat iron bars with cast-iron caps, and serve also as guides for the gate.

rlhe gate B is made preferably of wire-cloth properly framed, and extends the entire length of the platform C.

At each post a rope or chain, c, is-attached to the upper part of the gate, and after passing over the upper and under the lower pulleys is fastened to the light rod d. The rod cl rests upon the cross-ties ot' the track and extends the entire length of the platform, and projects beyond that end of the same near which the locomotive is expected tostop. A lever, f, is at this point mounted upon a. stand, e, in such manner that it maybe oscillated on the pin e'. The lower end of this lever is con nected to the rod d. The upper end bears a handle. There is also a slot cut near the upper end.

(No model.)

The hand-bar g is held at the proper height, close behind the lever f, by the stanchions m a, which have holes parallel with the rails, in which the hand-bar gis free to slide.

A pin, t, ixed to g, plays in the slot t of the lever The hand-bar g is made of such length as to be within reach of the engineer when the train is at the station, but not within reach of any person standing' upon the platform.

The method of operating this gate is as follows: Before the train starts the engineer pulls the hand-bar g, and by means ofthe pin t', the leverf, the rod d, and chains c raises the gate. When arriving at a station. the gate there being closed, the engineer pulls the hand-bar g in the reverse direction, thus lowering or opening the gate after the traiuhas come to a stop. When in this position the gate fills the space between platform and the rail-ties, the upper edge of the gate being iiush with the ioor of the platform.

The gate is held in position either by balanceweights or catches, the latter to be operated by the engineer. -In this manner numerous accidents will be avoided.

Another advantage is derived from the fact that the gate is always up except at such time as the train is at the platform and ready to receive the passengers.

Having thus described my iuventiou, what I claim, and desire to secure by Letters Pate-nt,

In a dropping gate for elevated-railway stations, the combination of the hand-bar g with the leverf, rod d, chains c, pulleys a, posts A, and gate B, when constructed and operated substantially as described.

ARTHR B. ELACH.

Witnesses:

GHAs. RAETTIG, JAMES DEMAEEST. 

